Aeroplane



S e p i "29,1931 R. CHILLINGWORTH AEROPLANE Filed Sept. 26, 1927 2 Sheets-Sheet l INVENTOR P 29, 1931- Q R. CHILLINGWORTH 1,825,305

AEROPLANE Filed Sept. 26, 1927 2 Sheets-Sheet 2 NTOR 'M ATTORNEY Patented Sept. 29, 19 31 UNITED STATES RUDOLPH CHILLINGWORTH, OF NEW YORK, N. Y.

annormma Application filed September 26, 1927. Serial No. 221,877.

My invention relates to improvements in' aeroplanes, and particularly to apparatus for controlling the aeroplane in landing, and the direction of the aeroplane when in flight.

An object of the invention is to provide an aeroplane having means for making a land: ing safely and easily, especially when the aeroplane has been travelling at high speed and the aviator desires to alight.

Another object of the invention is to provide apparatus mounted upon the aeroplane for' facilitating steering either to the right or left, horizontally; or for the purpose of ascending or descending; said apparatus being easily operated and being adapted also to assist in the control of the aeroplane when a landingis to be made.

Other objects and advantages of this'invention are set forth in the following description, taken with the accompanying drawings; and the novel features thereof are pointed out in the appended claims. The disclosure, however, is illustrative only and I may make changes in details, especially in matters of shape, size and arrangement of parts within the principle of the invention, to the full extent indicated by the broad and general meanings of the terms in which the appended claims are expressed;

On the drawings,-

Figure 1 is' a top plan partly in section of the structure of an aeroplane showing how my invention is put into practice; 4

Fig. 2 is a front view of such an aeroplane; Fig. 3 is a side view of the rear end thereof; Figs. 4 and 5 are views similar to Figs. 1

and 2 respectively, showing a modification;

from the left of ports 3 and at the front of the fuselage 1 is mounted the rotatable propeller 4,. Auxiliary wings 5 may be carried adjacent the extremity of the tail of the plane on each side thereof. I

The body 1 is enveloped by an air tube 6 which forms means for enclosing a space surrounding the fuselage 1, providing an air channel 7. This channel may extend all around the fuselage and the tube 6 projects far enough in front of the aeroplane to have the propeller 4 mounted just within the end of same as shown in Fig. 1. This tube is open in front and rear and it terminates adjacent the rear end of-the body 1 in a boss or flange 8 upon which is telescopically mounted an extension 9. The body 1, tube 6 and extension 9 may all be round; except that, from the point where the extension 9 is mounted upon the rear end of the tube 6 this extension is cone shaped and terminates in a square section 10. This extension 9 is of course, secured in any feasible manner to the tube 6 and in ordinary operation when the propeller is in rotation air acted upon by the propeller can be forced through the annular channel 7 and out through the open rear end of the extension 9.

The top and bottom of the extension 9 are continuous and closed but the sides of this extension are of less length than the top and bottom and terminate short of the rear end of the extension, leaving openings which can be controlled by pivotally mounted clack valves or gates 11. There will be one of these gates or shutters at each side of the extension mounted upon hinges 12 secured to the sides of the extension 9 and on the outside of the extension 10 adjacent to the hinges 12 I secure stops 13 to the sides of-the extension 10 so that these gates 11 cannot move outwardly any farther when they become parallel with the longitudinal axis of the aeroplane. Thus these gates, while free to move inward cannot move outward except to the extent which the stops 13 ermit. Their inward movement is opposed y strong springs 14 afiixed to the inside of the extension 9 and pressing upon each gate 11 to force these gates normally outward against the stops 13. To move these gates inward, I'attach to each gate a wire 15 by means of a suitable eyelet fastener 16 and the cords or wires of course, pass forward into the fuselage to suitable devices such as levers, within reach of the aviator. I have shown at 17 in the square section 10 of the extension 9, a ring or frame connected by rods or spokes to a central bearing 18 in which is mounted a tubular guide 19 which passes forward through the rear end of the body 1; and the cords 15 attached to each gate 11 engage suitable grooved wheels or idler pulleys 20 mounted at the ends of this guide 19, and from the inner end of this guide they pass to similar guide pulleys 20 at each-side of the machine and then forward. J

From the foregoing description, it will be clear that if the gate on the left hand side of the machine is closed or partly closed, while the gate on the right hand side is fully open the aeroplane can be caused to veer to the right because the closedor partly closed gate 11 in moving to the right as its cord or wire 15 is pulled, acts as a rudder to turn the machine accordingly. If the gate 11 at the right is moved towards closed position while the gate at the left remains open, the machine can be turned in the opposite direction. I also attach to the fasteners 16 cords or wires 22 leading to a central ring 23 from which a cord or wire 24 passes forward through the guide 19 so that when the cord or wire 24 is pulled both gates will move simultaneously inward until their free ends engage and thus the channel 7 will be obstructed, because air cannot then flow through the extension 9. When either cord 15 is pulled the cord 22 associated with the gate thereof merely slackens between the fastener 16 and the ring 23 and when the cord or wire 24 is pulled, the ends of the cords 15 adjacent the gates 11 become slack. To prevent the slack wires from becoming disengaged from the grooved pulleys 20, eyelet guides for the wires may be mounted adjacent each pulley.

Along the rear edges of the top and bottom.

of the extension 9, I attach by hinges clack valves or deflectors 25. The hinges for these parts are the same as the above-mentioned hinges 12 and stops are also provided on the top and bottom of the extension to prevent these deflectors or rudders from-moving beyond parallelism with the top and bottom of the extension 9. At the bottomthere may be a stop 13 as above described, while on top the rear edge of the tail wings 5 may pro]ect enough to serve as a stop. See Figures 1 and 3. Similar springs 14 also are mounted inside the extension 9 secured to the inner faces of the top and bottom and engaging the rudders 25 to hold them normall against their stops 13. I attach to each 0 these rudders eyelet fasteners 16 and to these fasteners 16 are secured cords or wires 26 which are led to guide pulleys 20 and into the guide 19 and out of same over similar guide pulleys to controlling parts or levers within the aviators reach. The deflectors 25 are for vertical steering to make the aeroplane ascend or descend. In the position shown in Fig. 3, the lower rudder is in position to make the aeroplane rise higher; while if the lower rudder 25 is permitted to open fully and the upper rudder pulled down slightly the machine can descend.

The front end of the tube 6 is provided with a number of hollow ribs 27 attached to the outside and containing spacing members 28. These ribs extend beyond the front end of the tube 6 and form air ways or channels 29 through which air can flow into the annular channel 7 through ports 30 at the rear ends of the hollow ribs 27. These ports may be controlled by one way valves 31 pivoted at their forward edges. Normally, when the machine is in flight the air from the propeller is driven backward through the interior of the tube 6 and the valves 31 will be kept shut. At times however, as will be described herein more fully, these valves 31 may openso that air in the tube 6 may flow out through the channels 29.

From this description it .will be clear that when the machine is flying the direction of it can be controlled and the aeroplane can be caused to move either to one side or another or to rise in the air or go down, by the proper manipulation of the parts controlling the rudders 11 and 25. So long as the annular 'air channel is open or flpartly open at the rear end so that air can w out through the extension 9 past the vertical and horizontal rudders carried thereby, the air drawn by the propeller 4 will flow through the jacket 6 directly and the valves 31 will be kept closed by the pressure of air flowing past them. When however, the aviator wishes to make a landing and pulls upon the wires 15 which draws the gates 11 into position to close the extension 9, air entering the front end of this jacket and passing by the propeller 1 will be trapped in the channel 7 and will retard the flight of the aeroplane and slow it down until a speed safe for landing is reached. This effect will be obtained if the engine is allowed to rotate at undiminished 1 in by the propeller through the open front end of the tube 6 to the space-or channel 7 can flow around the valves 31 and out by way of the channels 29. The speed of the aeroplane can thus be reduced very materially before the ground is reached and the dang-er in making the landing obviated.

The tube is secured to the fuselage 1 in any suitable manner as by means of braces 32 inside and it envelopes the body except for the cockpit 33 containing the aviators seat which may open through the top of the tube 6.

In the form shown in Figs. 4 and 5, the

construction is similar except that in place of hollow ribs 27 the front end of the tube 6 is enveloped by a continuous cylindrical section 34 of larger diameter. This section being tapered at its end remote from the propeller and thus secured to the outside of the tube 6 all around the circumference thereof. Adjacent the inner end of this section 34 are ports 30 as in Fig. 4, controlled by-one way opening valves 31. A The operation of this form is the same as described above in connection'with the first form.

In Figs. 6 and 7 the tube 6 is provided w1th a flange or rim 8- at its open end as before, and mounted thereon is an extension 35 which s cylindrical and may carry the tail supportlng planes 5, This extension carries w1th1n it a bearing 36 mounted by means of supporting rods 37 and through this hearing and a similar bearing 38 at the rear end of the fuselage 1 passes a hollow shaft and guide 39 mounted in a bearing 40 within the fuselage 1. Adjacent the bearing this hollow shaft 39 carries a gear wheel 41 which'engages a gear wheel 42 on a shaft 43, rotatably mounted 1n any suitable manner in the fuselage 1 and extending forward to a hand wheel controlled by the aviator. At its outer end the extension or member 35 is out to provide a diagonal edge 44 which extends from the top downward. and another diagonal edge 45-which extends from the lower ends of the edge 44 diagonally downward and forward. The lower part of the extension 35 is partly closed by a portion 46. Between the .rear edge of this portion 46 and the top, the extens1on 35 is open and to the rear end of the top is p1voted a rudder 47 mounted on hinge 12. stop 13 limits the opening movement of this rudder and a spring 14 secured 1nside the extension 35 normally holds the rudder in open position. Attached tothe rudder is an eyelet fastener 16 from which a cord or wire 48 attached to the fastener passes over a pulley 20 at the rear end of the shaft 39 and through this shaft to a point near the avia--' tors seat. With this construction the steering is all done with the rudder 47, .whether sidewise or up or down. In the position shown in Fig. 6 if the rudder 47 is pulled down the aeroplane will descend. To make it ascend, the shaft 43 is operated to rotate the extension through 180 so that the air passing through the extension and striking the rudder 47 can then depress the tail of the aeroplane. To make the rudder answer for steering to the right or left, the shaft 43 is rotated to turn the shaft 39 and extension 35 through 90 in the proper direction.

Of course, the aeroplane may have a tail fin 49 thereon, if desired.

The invention may be practiced in connection with either biplanes as shown in Figs.

1, 2 and 3 or monoplanes as shown in Figs. 4, 6 and. 7.

As will be now understood, the invention is quite simple in its construction, but nevertheless will operate very effectively to control the direction of the machine in flight and to check its velocity for landing purposes.

' The shape of the fuselage 1 andtube 6 may be parabolic or conic or any other as conditions of design may require.

The invention operates best for landing purposes when the propeller is not stopped. As soon as the rear end of the tube is closed by operating both gate valves 11 the force of the air current directed rearward through the annular channel 7 reduces the speed of the machine and the obstructed air is forced Both the fuselage l and the tube 6 are preferably given a stream-line shape; that is, they taper from front to back in such a manner that the resistance of the airis decreased, and thus the speed of the machine can be increased by the propeller 4. This stream-line shape is adapted for all forms of the invention shown herein.

The propelling means for driving the aeroplane may comprise asingle propeller 4 as above described, mounted in front, or this propeller 4 and an extra propeller such as illustrated in Figure 4, mounted at the rear end of the fuselage 1. The engine or engines for the propelling means can be placed in any suitable position to drive the propelling means and connected thereto in any suitable way. When the propeller 50 is present, the

cords or wires leading from the rudders 11 peller might even be mounted on the guide 19 and connected to the engine to be rotated by gearing.

The propeller may be of different pitch with respect to the propeller 4 or it may be of the same pitch and be rotated at a different speed. The purpose of the propelling means which drives the air through the space-7 is to force the air out through the rear in suflicient volume and under sufficient compression and any arrangement or number 'of propellers which produces this result can be employed. The air fiowing through the space 7 not only steers the aeroplane when acted upon by the rudders at the rear and stops the aeroplane when landing, but it also as it is discharged from the rear end of the tube 6 forms a rela= tlvely dense, continuous, compact column which extends out for some extent beyond the rear of the aeroplane. This column aids in supporting the aeroplane and obviates the consequences which might otherwise ensue from side currents and air pockets, in the manner set forth in my co ending application Serial No. 204,489, filed uly 9, 1927.

The ribs 27 may project beyond the tube 6. in frontor terminate flush therewith or even back of the front of the tube 6.

I may if desired make the top and bottom of the square section 10 of the extension 9 triangular, the edges of the top and bottom meeting in a point at the middle of this square section above and below the ring 23, as indicated in Figure l, and the diagonal rear edges of the top and bottom will engage the upper and lower edges of the gates 11 when these gates are pulled by the wires 15 as far as these gates can move inward.

Instead of a wire 24 attached to the ring 23, I may of course use a rigid rod extending through guides in the part 19, so that when this rod is pulled the two wires 22w ll be operated to move the gates 11 inward simultaneously.

The advantages of the tube 6 are the same as set forth in my co-pending allowed case No. 719480 for aeroplanes, filed June 12, 1924:.

What is claimed is 1. In an aeroplane, consisting of a body and a tube extending beyond the rear end of the body, a propeller on the body positioned to create a blast of air rearwardly through the tube, means for limiting the discharge of air through the rear end of the tube, a branch for relieving the tube of excess air resultlng from limiting the discharge of air through the rear end thereof, said branch extendlng forwardly along the tube for discharg ng 1n a direction in opposition to the direction of filght.

2. A tube construction for aeroplanes having propelling means, means for controlling the flow of the current of air created by the propeller, and guiding means under the control of the current of air for reverslng said current and discharging the air in a forward direction for landing.

3. A tube construction for aeroplanes hav: ing a fuselage and propeller mounted thereon, the tube construction providing a channel for conducting the blast of air created by the propeller, means for obstructing the flow of the blast of air through said channel to accumulate air pressure therein, an exit port for the channel, and guiding means under the control of accumulating air pressure for clos ing the channel'and diverting accumulated air through said port.

4. A tube construction for aeroplanes having a fuselage and propelling means thereon, means providing a channel through which the air current created by the propelling means can flow longitudinally of the fuselage, means for obstructing said air current and guiding means for enabling the air current to be reversed and discharged from the aeroplane in a direction forwardly of the fuselage and in proximity to the propeller.

5. An aeroplane comprising a fuselage carrying propelling means, an air tube enveloping the fuselage and propeller, and means for opening and closing the rear end of said tube to obstruct and reverse the flow of air therein for landing, and means in association with the air tube forming an outlet for the reversed air current.

6. An aeroplane having a fuselage and propelling means mounted thereon, an air tube enveloping the fuselage and propelling means, means for obstructing the How of air through said tube, and means mounted upon said tube and projecting beyond the front end thereof for permitting air obstructed in said tube to be discharged in a forward direction beyond the propeller for landing.

7. In an aeroplane, consisting of a body and a tube enveloping the body and extend ing beyond the rear end thereof, a propeller on the body positioned to create a blast of air rearwardly through the tube, steering parts at the rear of the tube movable to and from a position for obstructing the flow of air from the tube, and adapted when moved into obstructing position to cause an accumulation of air in the tube, and a series of branches connected at intervals around the tube for receiving accumulated air therefrom, said branches extending forwardly along the tube and discharging in a direction in opposition to the direction of flight. F

8. An aeroplane comprising a fuselage and propelling means mounted thereon, an air tube enveloping the fuselage and open at both ends, controlling means at the rear end of the tube for obstructing-the flow therethrough of the air current created by the propelling means and causing said current to reverse its direction, said tube having one or more hollow longitudinal exterior ribs extending beyond the front end thereof, each rib enclosing an air channel communicating at its inner end with the tube, with valves to control said communication.

9. An aeroplane comprising a fuselage and propelling means mounted thereon, an air tube enveloping the fuselage and open at both ends, controlling means at the rear end of the tube for obstructing the, flow therethrough of the air current created by the propelling means and causing said current to reverse its direction for landing, a cylindrical section enveloping the front portion of the tube and having a tapered end secured to the outside of the tube, saidsection extending beyond the front end of the tube, the space between the tube and said extension communicating with the interior of the tube, with one or more valves to control said communication.

10. An aeroplane having a fuselage, propelling means mounted thereon, an air tube enveloping said fuselage and said means and 25 them singly or together for horizontal steeropen at both ends, a pair of gate valves carried at the rear end of said tube and connections for enabling said valves to be operated singly for steering purposes, or together to obstruct the passage of air through said tube for landing, and cause the air in the tube to reverse its direction with means for permitting the discharge of the reversed air current.

11. An aeroplane comprising a fuselage 1 and propelling means, a tube enveloping said fuselage and propelling means, a pair of laterally movable valves mounted adjacent the rear end of said tube, means for operating said valves to move them either singly or together for horizontal steering or for obstructing the flow of air therethrough for landing, a pair of rudders mounted in transverse position adjacent said gate valves, and means for operating either of said rudders for vertical steering.

12. An aeroplane comprising a tube and propelling means, a pair of laterally moving valves mounted adjacent the rear end of the tube, means for operating said valves to move ing or for obstructing the air for landing, a

pair of rudders mounted in transverse position adjacent said valves, and means for operating either of said rudders for vertical 80 steering.

.13. The method of operating an aeroplane which consists in separating the air adjacent the propelling means from the outside atmosphere and confining said air around the fuse- 85 lage, causing a plurality of propellers to act upon said confined air to compress same around the fuselage, and discharging said air rearward of the fuselage in the form of a conti nuous, dense, compact column which more 40 safely supports the aeroplane in its flight.

In testimony that I claim the foregoing as my invention, I have signed my name hereto.-

RUDOLPH GHILLINGWORTH. 

